Auxiliary air intake for internal-combustion engines



I. H. PROFFITT.

AUXILIARY AIR INTAKE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED OCT. I3, I920.

Paten'ied Sept. L9, 1922..

INVENTO'R WITNEEE.

ATTORNEY5 (ill till

l Petented Sept. l9, HQZZG Uhllll lll STATES lhzllfl'l l PATENT (@FFHQEO Jenn n. rnorrrrr, or rnnsno, oanrnonmn, Amman a @Nnmm m REED; HAAS,

or nos nnennas, cnnrroanrn AUXKLXARY AER INTAKE FOR INTERNAL-CQMBUSTKON ENGKN Applidation filed October 13, 1920. Serial 180. 418,762.

To all whom it may concern:

Be it known that l, Jenn H. Pnorrrrr, a citizen of the United States, and resident of Fresno, county of Fresno, State of Calitornia, have invented a new and useful Auxiliar Air Intake for Internal-Combustion Engines, of which the following is a specification.

My invention relates in general to charge forming devices for internal combustion engines and has reference more particularly to an improved auxiliary air intake which is adapted to be used in association with the engine intalre and manually controlled from a point, for instance, adjacent the seat of the driver, preferably from the instrument board of an automobile,jor'controlling the etlective port area of the auxiliary intake so as to vary at will the additional air supply.

(line of the important features of the invention resides in so constructing the auxiiiary air intake that hot air may be used, to which end it is proposed, in so far as concerns the preferred embodiment of the invention, utilizing the heat of the exhaust pipe for heating the air supplied to the device.

Another important feature of the invention resides in so constructing the device that it may be attached to the intake of an internal combustion engine without departing. from the original construction of the intake or otherwise materiall changing the intake to accoodate the evice. lln this way the device may be applied to any kind of'conventional type of engine now used.'

Another important .ieature resides in the simplicity of construction of the device, which will enable the same to be manufac tured at a modest cost and applied without skill or special tools. With these and further features this invention possesses, which will be more particularly pointed out as the description proceeds, the details employed as an illustrative embodiment will be described with reference to the accompanying drawing, in which Figure l is a side elevation of a conventional type of internal combustion engine illustrating the application of the invention; Figure 2 is a plan view partly in section of the device, and Figure 3 is a cross section through the device.

Referring now to the drawing in detail, A represents an ordinary type of engine which is used either in motor vehicles of either the pleasure or commercial type, or it may be a stationary or marine engine. This is of minor lmportance in so far as concerns the sahent features of the invention.

The engine A is provided with the customary intalre manifold B which includes an intake pipe having the usual flanges C and JD, and the section E which is connected to the charge forming device or carburetor, not shown.

The device is so constructed that it may be applied between the confronting flanges C and D to ofi'er a convenient manner of equipping the'engine with the device. With. this end in view, the maior part of the device comprises plate (5) which is of a desirable thickness and shaped substantially the same as the flanges (l and D. Upenings (t) and ('Z) are arranged in the relatively narrow opposite ends otthe device, through which the customary bolts of the flanges C and D, are adapted to pass in clamping the plate between the flanges. lit desirable, suitable gashem may be used to efiect a leak-proof oint. Arranged at one side of the plate (5) and preferably as an integral part thereof, 1s tubing (8) which represents the manifold for the device. At one end of the tubing (8) is arranged a connection (9) for as the air supply tubing or piping which establishes a communication between the tubing (8) and the point around the exhaust pipe of the engine, not shown. The opposite end of the tubing (8) is closed by a collar (10) with the exception of a relatively small axial opening through which the rod or wire (11) of the piston (12) passes. The end of this red or wire (11) may extend to any convenient location such, for innance, as the instrument board of the motor vehicle, so that it may be manipulated to slide the piston (12) longitudinally of the tubing 8). The wire is connected to the piston by being received in a central bore of the piston and fixed therein by a set screw (13) which is counter-sunk as shown so as not to interfere with the free movement of the piston within the tubing.

The central part of the plate (5) for a radius substantially that of the diameter of the opening in the intake pipe of the engine, is-v perforatedas at (13) so that when the plate is inserted in the intake it will intercept the carburetted charge passing no "tilt amt there-through so that the erfora tionsi will permit the same to pass t rough the pipe into the working cylinders of the engine.

Arranged transversely of the perforations (13) and extending within the thickness of the plate (5) and communicating with' the tubing (8 are a series of ducts (14). These ducts esta lish a connection between the perforations (13) and the tubing or manifold ((8) so that the heated 'air' being admitte to the tubing or manifold as above mentioned will be supplied through the per-f mitted through the perforations (13) than if all of the ducts were left open as shown in' Figure 2.

Instead of takin the heated air off the exhaust piping, it 1s of course obvious that any other heatlng medium ma be resorted to;' in fact even though the eated air is desirable, it will not be departing from the spirit of the invention to eliminate the heating arrangement and to introduce the air directly into the end of the tubing I claim:

1. An auxiliary air intakefor internal combustion engines, embodyin in its construction a perforated plate a apted to be fitted to the intake of the engine to intercept the carburetted charge passing therethrough, an air supply communicating with said perforations transversely of the plate, through ducts arranged transversely of the plate for establishing a communication between the perforations and an air supply.

and an air supply, and means for controlling the effective port area ofsaid ducts.

3. An auxiliary air intake for internal combustion engines, comprising a perforated plate adapted to be fitted to the intake of the engine to intercept the carburetted charge passing there-through, transverse hucts communicating with the perforations and an air supply, and means for controlling the effective port area of said ducts comprising a valve adapted to be moved across the ends of the ducts. v '4. An auxiliary air intake for-internal combustion engines, comprising a perforated plate adapted to be fitted between the confrontin existing flanges of the engine intake an adapted to lntercept the carburetted charge passing there-through, said plate embodying in its construction a manifold tubing and ducts arranged in the thickness of the plate transversely to the said perforations'and communicating at one end with the manifold tubin and terminating in communication with t e perforations of the plate, and a valve slidably mounted in said manifold tubing adapted to be moved across the ends of the ducts for'controlling the effective port area 0 the same.

, 5. An auxiliary air ntake for internal combustion engines as set 'forth in claim 4, and in which the manifold tubing is made at one side of the plate, with one end thereof communicating w1th a source of heated air supply and in which the said valve for controlling the effective port area of the ducts has a manipulating means projecting through the opposite end of the manifold tubing.

JOHN H. PROFFITT. 

